Vehicle spring-controlling appliance



Jan. l, 1929.

R. P. LANSING VEHICLE SPRING CONTROLLING APPLIANCE Jan. 1, 1929. 1,697,394

R. P. LANSING VEHICLE SPRING CONTROLLING APPLIANCE Filed oct. 1s, 1924 2 sheets-sheet 2 il (l Patented Jan. 1, 1929.

RAYMOND P. LANsiNG, or MoNfrcnArn, kiviivv JnnsEY.

VEHICLE SPRING-CONTROLLING APPLIANCE.

Application filed Gotober 16, 1924. Serial No. 743,921.

My invention relatesto appliances forcontrolling the action or movement of vehicle springs, or spring-connected vehicle parts such as the frame and axles.

.an important object of the invention is to provide a simple, strong and durable appliance of the friction type which applies a pre determined maximum frictional resistance to the vehicle spring action in one direction of i movement, this maximum resistance being applied very quickly after the beginning of the stated movement, and continuingvto the end of the movement, the resistance to vehicle spring movement in the other direction usually being materially less and in some cases relatively very small.

Another object is to allow for moderate relative vehicle body and axle movement, as When the vehicle is traveling over approximately smooth surfaces, by providing'a comparatively small frictional resistance to such move-- ments in either direction within alimited range, or, in some cases, practically'or entirely eliminating resistance in one direction of relative movement.

A further object is to avoid any, or any considerable resistance to return movement of the vehicle axle in relation to the body, after it has moved in one direction, and especially to avoid resistance at the beginning of the return movement; and in attaining this object, the means employed may be such that instead of offering any resistance to the initiation of the return movement, such move-Y ment may be, and preferably is, actually facilitated.

A further object is to produce the above stated effects or results in an appliance in which the friction members have an oscillatf? ing or rotative movement about an axis, and further, to produce the friction effects by the action of a spring or springs in conjunction with inclined surfaces, such as screw threads, which control or modify the spring action. l

A more particular object is to provide an appliance in which the effective length, or radius of one of the principal relatively-movn able friction members may, when necessary or desirable be made shorter than 'is usual in friction devices of this class, and to provide friction members or surfaces, pressureapplyf ing means and pressure controlling means especially adapted to the use of such a short lever arm. More particularly stated, When a short lever arm is used the friction members or surfaces may be reduced in number, or their riction values may be smaller than would otherwise be necessary, or the pressure.v values may be lower, While producing substantially the same retarding effect. that is practicable when a longerlever arm is used with a greater number of friction membersor surfaces, or higher friction or pressure values.

The provision of a structure having a short lever arm, With other suitable characteristics, as suficiently explained aboveL and hereafter, enables the shock absorbingv appliance to-be advantageously used in certain particular locations, for example, at-the front end vof a motor vehicle to control the action of the front Vvehicle spring Where the axial movement is relatively small, and therefore the short lever arm provides a sufficient range of movement `when connected by a link to the frontaxle, ivithout canger of excessive angularityivvhich might produce a reversal of the normal arm and linlrrelation, sometimes referred to as a toggle7 eect. rlhe short lever arm further-` more permits the shock absorber to be advantageously used and properly mounted at the front end of a motor vehicle employing front Wheel brakes, in Which the brake'V drum `or linlrageinterfere With the proper installation of ordinary shock absorbers or those employ-v ing long lever arms. A companion. application executed on even date herewith, particu-V larly shows and claims `a representative installation of-short-arm shock absorber of the present general type atlthe front end of. a motor vehicle, in such a Wayas to avoid con` iict with the frontxvvh'eel brakev drum and bralrelinlage, and such an installationv or combination is therefore not claimed hereint,

While the invention is especially useful in connection with a short lever arm, it is not so limited, and its structuraland operative principles are applicable to employment with `lever arms of any reasonable length.V f

- A further obj ect is to provide, in improved and simplified form, an appliance of this class in Which different friction surfaceshave different friction values and to thus improve the action of the appliancey as more fully ex-. plained hereafter.

The present invention, as represented by the exemp'lifying embodiments shown, certain respects similar to my co-pending ap plications, Sen-No. 713,532, and SerY No. 713,533, filed May 15, 1924,;With important modifications and improvements, as sufficiently referred to above or explained hereafter.

The characteristics and advantages of the invention are further sufficiently explained in connection with the following detail description of the accompanyingdrawings, which show certain exemplifying embodiments of the invention. After considering skilled persons will understand that many variations may be made, and I contemplate the employment of any structures that are properly within the scope of the appended claims.

Fig. 1 is a rear elevation of a shock absorber embodying the invention in one forni, that is, a view looking at the sideof the base plate 1 which is connected against the outer face of a vehicle side frame chamber.

Fig. 2 is a horizontal section thereof at .Q -2, ig. 1.

Fig. 3 is a similar section of a modified form of the appliance.

Fig. 4 is a perspective view showing certain principal parts of the mechanism in partlyk separated positions.

Fig. 5 is a front elevation of the appliance that is, looking at the outer side as applied toI the vehicle frame (not shown).

`Referring first to Figs. 1, 2 and 4: rlhe appliance as there shown 1n one preferred form, is usually built upon or around a main or base plate 1, which is sometimes identified as a friction member, and is arranged for connection in any convenient way to a part of the vehicle. Specifically the main plate as here shown is arranged for connection to a vertical face of the chassis frame near an axle, by means of bolts or stud screws 2. A spindle 3 extends horizontally at the center of the main plate, and for manufacturing convenience is usually made in a separate piece, having aV head 4 located in countersink in the main plate. The main plate is preferablyv formed with a projecting sleeve 5 and the spindle portion fitting within this sleeve is provided with longitudinal teeth or serrations 6 to prevent rotation of the spindle, although there is no considerable force tending to cause rotation of the spindle inrelation to the plate.

Another friction member, which is most conveniently in the form of a Yflat plate 7 of substantial thickness, is arranged for rotan tive movement aboutthe spindle, and convenientl the generally-circular main portion 8 o the plate is formed with a circular central aperture 9, which has a bearing fitl on the periphery of sleeve 5 or an outward portion thereof. A lever arm 10 is, for convenn ience, usually formed `integral with plate 8, and in certain preferred embodiments of the invention this lever arm is made quite short and it may in fact, in certain cases, be only about one-half the length of the lever arm usually employed. This arm is arranged in 4small friction coefficient,

any convenient way for connection to an other part of the vehicle, such as an axle which is spring connected to the chassis frame, and for this purpose a ball fitting 11, or any other suitable device is provided, as usual in appliances of this cla-ss.

A member 12, which may be broadly described as a controlling nrnber, r otherwise more particularly as a shifter or nut, is centrally bored to fit about the spindle and has a close slidingl fit thereon to provide for axial movement. The shifter` is held against rot-ation in any desirable way. Conveniently, as in the present example, the inward end is provided with spaced jaws 13 fitting between complemental jaws 14 formed in the outward end of sleeve 5.

A third friction member or plate 15 is arranged for rotative movement in relation to the other members, and particularly, in the present example, it is centrally bored and the bore is cut to provide screwv threads 16 of suitable pitch engaging complemental screw threads 17 of the shifter. The pitch of the screw threads may vary considerably, but a pitch angle of about 3() degrees, more or less, as approximately represented in the drawing, is suitable in certain cases. The pitch angle may be varied within reasonable limits, in accordance with the pressure effects desired to be produced, Vor with the amount of yielding pressure provided by such devices as springs referred to hereafter, or otherwise in accordance with various factors of design. v- Y Plate 8 has a: frictional cti-operation with plate 1, and preferably for this lpurpose a flatl ring 17EL of suitable'friction material is placed between the plates and is located or centered in relation to plate 1 by engagement of the edge of its central aperture about sleeve 5. The outer surface of the friction ring bears against the inward surface of plate 8, and the ring may be secured to either plate or left free, and in that case will normally remain stationary in relation to plate 1. The material of which ring 17L coinposed may vary considerably, but in a pref. v ferred case, in order to provide a relatively it is of relatively hard material such as the class of material generally known as fibre, which does not provide a very high friction (2o-efficient in contact with metal; or insome cases the ring 17a may be of a suitable metal siich'as bronze. The area, or more especially the average radius, of this ring is also moderate, or small er in relation to another friction surface later described,for reasons also explained hereafter. y

In some cases the friction effect at the surface of ring 17a may be so small, especially where the ring is of bronze or some other suitable metal, that it may be considered substantially negligible and the ring 17` or equivalent part of plate 1, in engagement with plate '8 may then be considered sim ely a thrust bearing for plate 8, whichis urged to engagement with this bearing surface by one and at times by both of the pressure springs later described.

Desirably, a packing ring 18 of felt or other suitable compressible material is located about thefriction ring 17a and in contact with plates 1 and SL Conveniently 'this packing ring may be located in an annular recess 19 in plate 1. This packing ring serves to entirely or substantially esclude dirt and moisture or toretain lubricant when lubricant has interior access to the friction surface. Y i

Plate has frictional copper-ation with the outer surface ef plate 8, andy desirably, la flatv ring 22 of suitable friction material is placed between the plates, Yand ,conveniently itis secured to one of the plates, such as plate 8, by rivets 23 hai/'ing` their outer heads countersunlr into the friction ring. @therwise the friction ring may be free and in that case, may be held against lateral disloca-` tion in any suitable way, forinstance, by a flange formed on'one of the plates.V lilthough the material of friction ring 22 may vary considerably, it is preferably of a ina-- terial such as asbestos or an asbest-os fabric such as common-ly used for brake and clutch facings, or of other suitable material havin g preferably a higher friction coefficient in Contact with metal than the friction ring 17a,

and also, desirably, the area or average radius of ring 22 is considerably larger than that of ring 17, toprovide a higher 'i iction value, for reasons explained below.

'Suit-able means are provided for'producing frictional pressure betwen the various friction members or plates.v Yieldable, de-y vices, such as springs, are usually employed for this purpose a `there -ni'aybe one or y more such means or devices.

Preferably, as shown in the present specific embodiment the pressurey producing means yconsists of two springs 25 vand 26.

Spring 25 arranged to bear `against plate 15 and also against an abutment consistingl of aV disc. 0r nut 27 adjustablyengaging a screw thread 28 on the outward portion of spindle 3, which may desirably be of reduced diameter." rl`lie nut or spring abut-ment is secured in ustec position by a lock nut 30'. The other spring' 26 is conveniently arranged within spring 25 and 1s usually a. stiffer or heavier spring 'to provide a larger pressurevalue. One end of spring' 26 bears against the outer Vend of shifter 12 andthe other end bears against the Normally the shifter is firmly seated in an inward position in relation `to plate 1. For this purpose the ends Voflugs 13 may be dimensioned to bear on the flat faces of sleevev 5 intermediate lugs 14. or in any other convenient way, a rm seat is provided for the shifter when in its inward position', and this seat is arranged so that the inward movement of the shifter is not limited by contact with any relatively movable part, such as plate 8. Therefore, while the shifter is de'sirably formed with a. flange 32 intermediate its -jaws Y 13 and the screw threads'l?, this fia-nge is ar'- ranged toprovide a clearancebetween 1t and the outer face of plate 8 `whenthe shifter is in its inward or seatedy position, as clearly shown in Fig. 2. Aclearanc'e, as also clearly sho-wn in that ligure, is provided between the outer face of the flange and plate 15, this clearance being conveniently l provided by forming a recess 34 in the plate surface adj acent to the flange` Thisv clearanceA insures the proper bearing of plate 15 on frictionl tions, or otherwise stated, the spring bears on Y the outer end of the nut, whichis located outwardly'from the outer face of lplate-15 sufficiently to avoid any contact. between the y plate and the spring end,` even when the spring'is, as shown o'fslightly lgreater diameter than thatv of the nut. s

A cap or housing '4:0 is usually provided, consisting lof a piece'of stamped sheet metal enclosing the outer portion of thefspindle and y springs 25 and 26, and also plate 15 and friction ring 22,5 and shaped to provide clearance for the necessary slightoutward move-- mentofplate 15. The inward portion ofthe housing is in the form of anV lannular flange 41 secured to plate 48 by screws 4:2, usually with an interposed gasket liB to completely exclude dirtand moisture and retainlubri? cant. The cover vor housing ttl-tightly se# cured toplate 8 encloses and practicallyl seals the entire rotary structure', including i plate 15u/ith its mainfriction surface-bearing on' ring 22, and` will serve to' containV lubricant in contactl with all,` the enclosed parts if lubricant such as anoil or greasejnf considerable quantity, is employed;

only moving'part or surface not enclosed and protected by the cover is the surface ofy ,plate 8 moving against ringlla, which, how-V ever, is not a main friction surface, kbut as above stated, has a relatively small friction value and may in one sense be considered a thrust bearing having moderate friction effect. This bearing surface is moreover, sufficiently protected by the compressible packing ring18. When lubricantfof a suitable kind, such as a moderately thier grease, is

employed within the casing, it will not onlyV n e l serve to 4lubricate all of the parts including the main friction surface, and thus reduce wear and provide very smooth action, but it acts as a cushioning agent between such relatively movable parts as flange 32 and plate 15, and between inward portions of the nut or the nut lugs 18 and the end of the short sleeve 5 or the sleeve lugs; and this cushion prevents objectionable noise which in the absence of lubricant would be occasioned by the stated parts coming in cont-act with con siderable force as the nut moves to and fro, axially, on the spindle. In the present specitic construction, however, since only a single main friction surface is provided, it will usually be insuiiicientfor shock absorber purposes in the presence of lubricant, which very materially reduces the friction coefficient; and the present appliance will therefore usually be employed without lubricant or with only a small quantity of lubricant, such' as graphite grease applied `to the screw threads.

Companion applications executed on even date herewith, show shock absorbers which are in certain respects similar to the present structures, but which provide two or more main friction surfaces and are therefore better adapted to be illed with vlubricant which may come in vContact with the friction surfaces without reducing the retarding effect to an undesirable extent. The broader claims for the lubricating and noise-preventing characteristics of the present invention are therefore included in said companion applications, and these features are only claimed herein in connection with an appliance substantially as shown and described, or one havingronly a single main friction surface enclosed between plate 8 and the cover or housing 40.

One of the springs, namely, spring 25 in the present arrangement, by outward pres-v sure exerted on the end of spindle 3 and inward pressure exerted on plate 15 and through that on plate 8, constantly urgesplate 8 in contact with the bearing or friction ringV 17a and in that way provides a substanl`v tiallyY tight lit for the rotating structure including-plate 8, housing 40 and certain of the enclosed `parts in relation to theflixed plate 1, and this close it tends to entirely or substantially retain lubricant if lubrication is employed) which might otherwise find its way out throughthe aperture of plate 8a Certain claims herein, therefore, refer to this arrangement for maintaining a practically tight seal as between the rotating and non-rotating Vparts of the structure or' between plate 8 and external relatively fixed parts, including the bearing surface 17a. n In companion applications, arrangements are shown by which not only a relatively light spring, such as 25, but a heavier spring, such as 26, both exert pressure tending to maintain a seal at the point stated. Therefore,

lthis item of the invention is referred to herein in claims limited to a structure in which only one of the springs acts in the manner decribed, and broader claims referring to this spring action or sealing effect, and also claims which definitely include the arrangement or action of the heavier or main pressure spring, such as 26, for this purpose, are included in. the other applications.

The appliance may be arranged to oppose greater resistance to vehicle spring compression than to springrelcoil, but in most cases it is considered desirable to apply the greater frictional resistance to spring recoil, and the operative explanation will therefore be made with the understanding that the appliance is so arranged; and it will then be evident how the greater resistance could be applied to vehicle spring compression by a mere inversion of the appliance or by reading the operative description with appropriate changes in words describing positions or directions of movement.

lilith the device arranged as stated, and with a right-hand thread on the nut, as shown, when the vehicle spring and axle are in normal position, the parts are in the positien shown in Fig. 2. The nut 12 is in its inward position, resting against sleeve '5 or portions thereof; spring 26 is compressed between the abutment 27 and the outer end of the nut and exerts pressure effect upon the plates; spring 25 is compressed between the abutment and plate 15 and presses that plate in contact with plate 8 or its friction ring 22, and also presses plate 8 in frictional contact with plate 1 or its ring 17, this pressure usually being quite moderate, due to the fact that spring 25 has a moderate pressure value when properly designed and adjusted for the present purpose.

With the vehicle V'in motion, when slight ground-surface irregularities are -encountered by the road wheel, as in running on a relatively smooth surface, the slight axle movement or jiggle thus produced causes slight angular movement of plate 8 ineither direction, and within this range of movement the friction resistance is moderate and is equal in both directions. Under these conditions the only relative movement of friction members or surfaces, is that between the inner surface of plate 8 and friction ring 17 a, since the frictional engagement of plate 15 with friction ring 22 causes plates 15 and 8 to move together through the range of angular movement of plate 8 which corresponds to ther clearance between the nut threads 17 and plate threads 1G. It is desirable in the manufacture of such threads, to provide a moderate clearance in order to provide fcr smooth movement of the threads in relation to each other, and this clearance is also desirable for func-tional reasons to permit the small angle of relatively free movement just described. The frictional resistance to this slight or normal axle movement is moreover very small or in some cases practically negligible, not only because it occurs only at a single surface of frictional contact,

` but because that surface is of relatively small area or average radius `or because the frictional coefficient at that surface is relatively small, or for both of these reasons. lnbrief, therefore, the device opposes a small or negligible resistance to relative movement of the vehicle body and axle when running over smooth roads, or when only minor irregularities in the road surface are encountered.

When the road wheel strikes a road-surface projection of considerable height, the axle moves up in relation to the frame, sufficiently to carry theend of lever arm 10 upward or toward the eye of the observer, in Fig. 2, beyond the central or approximately free range of movement above referred to, or through an angle of movement greater than that corresponding to thethread clearance. Thereupon inward surfaces of screw threads 16 engage outward faces of threads 17, and in the slight further movement of the arm land plate 8 the cci-operative action of the screw threads causes plate 15 to be lifted, or moved outward slightly against the thrust of spring 25. The pressure on thefriction surface of plate 15 is thus relieved to such .an extent that itv remains stationary and frictional slippageoccurs between plate 15 and ring 22, this being proportional to the pressure of spring 25 and the area or average radius and friction coeflicient of the friction ring. This frictional resistance while fairly moderate is considerably greater than that afforded by friction ring 17a and is added to the frictional effect of the last named ring so that up to the end of the vehicle spring compression movement now being described, a larger frictional resistance is provided, tending to check that movement; but this resistance is des-irably not so great as the resistance afforded to spring recoil.

After spring compression, as the axle commences to return to normal position, plate 15 moves along with plate 8 because of the frictional contact between these members, and this movement is facilitated by the pressure of spring 25 in connection with the angle of the screw threads (unless the thread angle is very moderate). With the proper thread angle or one substantially corresponding to that represented in the drawing, the pressure of spring 25 is sufficient to actively urge plate 15 to rotate as it moves slightly inward and until the thread clearance is taken up. During this movement frictional resistance occurs only between plates l and 8, and` due to the small friction value the resistance effect is small, or in some cases practically negligible. The described movement until thread clearance is taken up. is very slighucorrespending to a very small angle of movement of arm 10. This slight substantially free movement at the beginning of the recoil isl of value in some cases because itV prevents any tendency to. locking of the partsy at the'beginning of the recoil movement, or in other words, prevents an abrupt recoil checking.. More especiallythe described arrangement of parts. and the operative effect is important because there is no locking eect ,at kthe' end of the previ-.ous vehicle spring compression movement, since, as stated, plate 15 not only tends to move along .with plate 8 at the.

beginning of the ensuing recoil movement, but 1s actively urged to so move by the com-- bined effect of spring 25. andscrew threads- 16 and 17. v

At the end of the first `small angle 0r recoil movement, the outer faces of screw threads, 16 encounter the inward faces of threads 11, and then in the slight ensuing movement of plate 15 along with plate 8, the .shifter or nut 12y is lifted or moved slightly outward.

away from its seating against sleeve 5, andf immediately the full pressure of spring; becomes effective through the nut andfplate 15 upon both of the friction surfaeesthat is j to say, between plates 15 8, and 8 andilf. After slight further rotation of plate 8, nut iange '32 strikes the inner face yof plateY l5-or in other words, the plate is locked against the nut and cannot rotate farther.. Thatportion of the movement of plate 8 duringv vehicle spring recoil from the moment when nut 12 commences to mov-e outward. to: the poi-nt where plate 15 is locked (after the clearance provided by recess 34 is taken up.)- may be conveniently .described as the windup period, duringl which spring 26. is compressed slightly in addition to its nor-mal compression. The resistance to the move-- ment of plate8and the lever arm is increased during this wind-up period in proportion to the workV required to .compress the spring.

As soon as the spring is fully compressed and.

plate 15 is locked against further movement as `above described, the further rotation.- of plate 8 cau-ses slippage in nelation to plate 15, as well as in relation to plate 1, with a' friction effect at both surfaces proportional to the pressure value of both of the springs and with a friction-al retardingelfect between plate 15 and ring 2v2,` which is `of relatively high value, due to the high friction coefficient of the friction ring and its large average-radius, and with .smaller friction` effect at the surface of ring 1"?a 'd-ue lto its lower coeicent and small-er .average radius.y These cond-itions continue to the end of the recoil movee ment, and if the vehicle spring was previously compressed to any lconsiderable extent, with a corresponding` fairly large range of recoil movement, maximum reta-rdingy force with slippage at both friction surfaces `isapplied through the greater part and usually all but a Asmall part of the total recoil movement. This retarding value, when it has once been quickly built up to maximum in the manner described, remains practically constant throughout. the remainder of the stroke, the only variation in retarding Value being du-e to the changing' angularity of the lever arm, the effect of which may be disregarded for the purposes of the present invention.

' At the end of any considerable vehicle spring recoil movement, as above described, nut 12 is vin its outward position and locked against plate l5, and spring 26 is in full ccmpression. There will practically always be at least a slight compression movement of the vehicle spring following recoil. In any suchsligl'it' movement or any greater movement, 'due to 'vehicle spring compression, arm 10 again moves counter-clockwise to permit the nut to move inward and seat against the end of sleeve 5. Any tendency to lock at the beginning of that movement is prevented by arranging the screw threads 16 and 17 with a proper angle so that the pressure of spring 26 acting through the nut and screw threads, tends to cause rotation of plate 15, rather than to oppose such rotation. Therefore, in the first'part of the vehicle spring compression movement, plate 15 easily rotates along with plate 8 by the frictional contact of the two, and this movementis usually lactually facilitated by the spring effect, as above stated; At the end of a short angle of movement of arm 10, the nut seats as described; the pressure of spring 26 is taken up against lthe end of sleeve 5, and the only resistance to further movement of plate Sis provided bythe relatively small pres? sure of spring 25.

The described structure and operative features are, of course, valuable andavailable with a lever arm of any ordinary or reasonable length. VThey are, in many cases, however, especially valuable where it is desired to make the effective length of arm 10 quite small, and this lengthl is proportionately represented in the drawing as about one-half the usualradius. Such an arm length or arrangement may be desirable in many cases, a suilicient example being when the springcontrolling appliance is to be applied to the front axles of motor vehicles, the amplitude of whose movement is usually considerably less than that. of the rear axle. Vhen the amplitude of axle movement is small, the movement of the end of the lever arm or the shock absorber is correspondingly small, and any danger of a reversal or toggle action by reason of undue angularity of the lever arm is avoided. The stated friction resistance applied near the axis of the lever therefore-has a much greater retarding effect than in the case of a longer arm, and this above identified, where provision is made by v means of a greater number of friction members or surfaces, or otherwise, for a greater net frictional resistance to the movement of a longer lever arm, wlnchis required for rear axle installations or for other` reasons.v

The present invention is, however, evidently not limit-ed to front axle installations, since by proper design a sufficient retarding effect can be provided for a lever arm of any reasonable length.

A shock absorbing appliance especially designed for application at the front end of the vehicle, in accordance with the gene `al principle of the present invention, is especially available for use on vehicles having front wheel brakes, since by the proper arrangement of the shock absorber proper on the vehicle side frame member, and by the provision of a proper link connection between the short. lever arm and the vehicle axle, interference with the brake drum and operating linkage can be entirely avoided. A companion application shows, describes and claims such an installation, structure or ari rangement and it is therefore not claimed herein. y

Fig. 3 shows a modified construction in which the spindle 3 and spring 26 are so arranged that the inner end of the spring seats on a shoulder 3a' provided on the spindle. A clearance, as clearly shown, is provided between the outerend of the nut and the inner end of the spring. The spring is of such width that it overlaps the spindle shoulder and a portion of the inner spring end confronts the end of the nut. With-this arr( nge-v ment the action of the appliance during the approximately free range of movement is somewhat changed. In a counter-clockwise movement of plate 8 (as viewed in Fig. 1), corresponding to vehicle spring recoil movement, when t-he appliancel is arranged as heretofore described to oppose the greatest resistance tospring recoil, the nut first moves outward freely until its outer end strikes the inner end of spring 26 after theclearance at that point is taken up, and then the windup period or angle of plate movement during which spring 26 is compressed, commences and continues until the clearance provided by recess 34: is taken'up, and then plate 15 is locked against the nut. In other respects the action is practically the same as in the other example.

The present structure is similar to the structures shown in my application, Ser. No. 713,532, filed May 15, 1924, in that the friction plate 8 to which the lever arm.` 10 is connected is located directly adjacent the base plate 1 and these plates have co-operating contacting surfaces; but the present invention is distinguished from the other structure in that the engaging surfaces of the plates in the previous structure are of relatively large average radius and have a relatively high friction coefficient, so that a very substantial friction effect is obtained at this point; while in the present invention the stated engaging surfaces are of relatively small average radius and have a relatively low friction coefficient, or in some cases thefriction coefficient is so small that it may be considered substantially negligible, and the surfaces then serve merely as a thrustI bearing to taire up the thrust of the arm plate against the base plate as it rotates about the spindle. This distinction is expressed in the claims, where other sufficient distinctions are not made. f

The present invention is similar to the structures shown in my anglication, No. 713,533, also filed May l5, 1924, in the yrespect that in the structures of both applications there is a surface of small average radius or low friction coefficient on the base plat-e co-op rating with a friction member. ln the above-identified application, however, the member in contact with the base plate su is not the main friction plate or the. one to which the lever arm is connect-ed, but is a di:- tinct element irrevolubly connected to a member designated as the pressure nieml f While in the present application the man friction plate or arm plate is in direct contact with the friction or bearing surface of the base plate. This distinct-ion is expressed in certain of the claims where other su'liicient distinctions are not incorporated.

l claim 1. A vehicle spring controller comprisinga friction member adapted for connection to one of two relatively movable vehicle parts such as the frame and axle, said member having a friction surface of relatively small average radius, a second relatively revoluble friction member having a surface in contact with the friction surface of the first me-mber and adapted for connection to the other of said vehicle parts, a third friction member having a friction surface co-operating with asurface of the second member, said contacting surfaces having a relatively high friction value, and means comprising; a yieldable pressure element and an inclined element cooperating to produce friction pressure.

2. A vehicle spring controller comprising` a friction member adapted for connection to one of two relatively movable vehicle parts such as the frame and axle, said member havinc: a. friction surface with a relatively low friction coeficiente, a second relatively revolu-4 ble friction member having a surface in contact with the friction surface of the first member and adapted for connection to the other of said vehicle parts, a third friction member having a surface coi-operating With a friction surface of the second member, said contacting surfaces being of relatively large average radius and having a relatively high friction coefficient, and means comprising a yieldable pressure element and an inclined element cooperating to produce varying friction pressures in different relative directions of movement of the first and second friction members.

8. A vehicle spring controller comprising a friction member adapted to be secured to a vehicle frame member, said member having a friction surface of rrelatively small average friction value, a relatively revoluble friction member having a lever arm adapted for connection to a. vehicle axle and also having a surface in contact With the friction surface of the rst member, a third friction member having a surface co-operating with a friction surface of the second member, said contacting surfaces having a relatively high friction value, and means comprising a yieldable pressure element and an inclined element cooperating` to produce varying .friction pressures in different relative directions of movement of the first and second friction members. 1

Il, ii vehicle spring lcontroller comprising a friction member adapted for connection to one of two relatively movable vehicle parts such as the frame and axle, said member havingl a friction surface of relatively small average radius, a. second relatively revo-luble frictionmember having a surface in contact with the friction surface of the first member and adapted for connection to the other of said vehicle parts, a third friction member having a friction surface co-operating with a surface of the second member, said contacting` surfaces having a relatively high friction value, a spring for producingv friction pressure, andan inclined element cof-operating with the third friction member to affect the spring action.

5. A vehicle spring controller comprising a friction member adapted for connection to one of two relatively movable vehicle parts such as the frame and axle, said member having a friction surface of relatively small average radius, a second relatively revoluble friction member having a surface in contact with the friction surface of the first member and adapted for connection to the other of said vehicle parts, a third friction member ha 'ing a friction surface co-operating with a surface of the second member, .said contact-ing surfaces having a relatively high friction value, a spring for producing friction pressure, and an inclined element co-opcrat-ingwith the third friction member to affect the spring action dierently in different relative directions of movement of the first and second members. y i G. A vehicle spring controller comprising lio LLSLU a friction member adapted for connection to one of two relatively movable vehicle parts such as the frame and axle, said member having ak friction surface of relatively small average radius, a second relatively revoluble friction member having a surface in contact With the friction surface of the first member and adapted for connection to the other of said vehicle parts, a third friction member having a friction surface cip-operating with a surface of the second member, said contacting surfaces having a relatively high friction value, a spring, and means including an inclined element and ay shift-able member cooperating With the spring to vary its pressure effect in different directions of relative y movement of the first and second members.

7. A vehicle spring controller comprising a friction member adapted for connection to one of two relatively movable vehicle parts such as the frame andk axle, said member having a friction surface of relatively small average radius, a second relatively revoluble friction member having a surface in contact with the friction surface of the first member and adapted for connection to the other of said vehicle parts, a third friction member having a friction surface co-operating with a surface of the second member, said contacting surfaces having a relatively high friction value, a spring, and means including an inclined element and a shiftable member co'- operating With the spring to render the spring effective to produce friction pressure in one direction of relative rotation of the first and second members, and to make the pressure of said spring self-contained and in effective to produce friction pressure in the other direction of movement.

8. A vehicle spring controller comprising a fricticn member adapted for connection to one of two relatively movable vehicle parts such as the frame and aXle, said member having a friction surface of relatively small average radius, a second relatively revoluble friction member having a surface in Contact with the friction surface of the first member and adapted' for connection to the other of said vehicle parts, a third friction member havinga friction surface co-operating with a surface of the second member, said contactin surfaces having a relatively high friction value, a spring acting upon the third friction member to produce friction pressure, another spring, and means including a shift/able member and an inclined element co-operating With the second spring to vary its'pressure effect in different directions' of relative movement of the first and second members.

9. A vehicle spring controllerl comprising a friction member adapted for connection to one of two relatively movable vehicle parts such as the frame and axle, Said member having a friction surface of relatively small average radius, a second relatively revoluble friction member having a surface in contact with the friction surface of the first member and adapted for connection to the other of said vehicle parts, a third friction member having a friction surface co-operating With a surface of the second member, said contacting surfaces having a relatively high friction value, a spring acting upon the third friction 'member to produce friction pressure, a second spring, and means including a shiftable member and an inclined element co-operating with the springs to vary the pressure effect in different directions of relative movement of the first and second members, and to render the second effective to produce pressure in one direction of relative rotation of the first and second members and to make the pressure of said spring self-contained and ineffective to produce friction pressure in the other direction of movement.

.10. A vehicle spring controller comprising a base member adapted to be secured to aV vehicle part such as a frame member, a friction plate revolubly mounted adjacent the base and having an arm arranged for connection to another vehicle part such as the axle, said friction plate and base having cooperating friction surfaces of small friction value, a shifter arranged for aXial movement and held against rotation, a pressure plate having screw-thread connection With the shifter, said pressure plate and friction plate having co-operating friction surfaces of relatively high friction value, and yieldable pressure means for producing friction pressure on the different surfaces in co-operation With the pressure plate and shifter.

il. A vehicle spring controller comprising a base member adapted to be secured to a vehicle part such as a frame member, a friction plate revolubly mounted adjacent the base and having an arm arranged for connection to another vehicle part su-ch as the axle, said friction plate and base having cooperating friction surfaces of small friction coeiiicient and relatively moderate average radius, a shifter arranged for axial movement and held against rotation, a pressure plate having screw-thread connection with the shifter, said pressure plate and friction plate having coi-operating friction surfaces of relatively large average radius, and relatively high friction coefficient, and yieldable pressure means for producing friction pressure on the different surfaces in co-operation with the pressure plate and shifter.

l2. A vehicle spring controller comprising a base member adapted to be secured to a vehicle part such as a. frame member, a friction plate revolubly mounted adjacent the base and having an arm arranged for connection to another vehicle part such as the axle, said friction plate and base having cooperating friction surfaces of small friction value, shifter arranged for axial movement and held against rotation, a pressure plate having screw-thread connection with the shifter', said pressure plate andfriction plate having` co-operating friction surfaces-of relatively high friction value, and -a spring acting between an abutment and the'pressure plate.

13. A vehicle spring controller comprising a base member adapted to be secured to a vehicle part such as a. frame member, a friction plate revolubly mounted adjacent the base and having an arm arranged for connection to another vehicle part such as the axle', said friction plate and base having co-operating friction surfaces of small friction value, a shifter arranged for axial movement and held against rotation, a pressure plate having screw-thread connection with the shifter, said pressure plate and friction platehaving cooperating friction surfaces of relatively high friction value, and a spring acting between an abutment and the shifter.

14. A vehicle spring controller comprising a base member adapted to be secured to a vehicle part such as a framemember, a friction plate revolubly 'mounted adjacent thebaseand having an arm arranged for connection to another vehicle part such as the axle, said friction plate and base having cti-operating friction surfaces lof small friction value, a shifter arranged for aXia-l movement and held 'against rotation, a pressure plate having screw-thread connection with the shifter, said pressure plate and friction vplate having cooperating friction surfaces of relatively high friction value, a spring acting between an abutment and the pressure plate, and another spring acting between an abutment and the shifter.

15. A vehicle spring controller comprising a base member adapted to be secured to a lvehicle part such as a frame member, a friction plate revolubly mounted 'adj acent'thebase and having an arm arranged for connection to another vehicle part such as the axle, said friction plate and base having (3o-operating friction surfaces of small friction value, a shifter arranged for axial movement land held against rotation, a pressure plate having screw-thread connection with the shifter,said pressure plate and fric tion-platehavingco-operating friction surfacesofrelativelyhigh frictionvalue,yieldable pressure means vfor producing friction pressure on the different surfaces in -co-operation with the pressure plate and shifter, andy a housing tightly secured to the friction plate and enclosing the pressure plate, shifter and yieldable means and adapted to conta-1n a nonvsolid, lubricating and noise-reducing substance. v

16. A vehicle spring controller comprising a base plate adapted to be secured to a vehicle part such as a frame member, a friction plate revolubly mounted adjacent the base plate and having a lever arm arranged for connection to a vehicle axle, the base plate having a thrust bearing surface of low friction value for the friction plate, shifter arranged for axial movement and connected irrevolubly with the base, a pressure member having screw thread engagement with 'the shifter' and having a friction surface co-.operating with the friction plate, and yieldable means urging the friction surfaces into friction contact and also holding the friction plate in contact with said thrustbearing'surfaces. Y

17. A vehicle spring controller comprising a base plate adapted to be secured to 'a vehicle part suc-h as a frame member, a spindle eX- tending therefrom, a friction plate revolu'bly mounted about the spindle axis'adjacent the base plate and havingI a `lever arm adapted for connection to the vehicle axle, 'the base plate hav-ing a thrust bearing surface of 4low friction value for the frictionl plate, a shifter arranged for axial movement on thespind-'le and connected 4irrevolublywith respect to the base, a pressure member having screw thread engagement with the shifter and yhaving a friction surface (1o-operating with the friction plate, and yieldabie` means urging the friction surfaces into friction contact and also hold the friction plate in contact with said thrust bearing surface.

18. A vehicle vspring controllerk comprising a base plate having attachment means, a spindle extending therefrom, ya friction plate mounted to rotate about the spindleaX-is-and having an Ioutward surface engaging a thrust bearing surface of low friction value on the base plate, a shifter arranged' for axial' movement on the spindle "and having jaws'engagwith jaws on the base plate lto prevent shifter rotation, a .pressure plate having vscrew thread connection with the shifter and having a friction surface co-operating with the frictionk plate, lan adjustable abutment secured to an outward pa-rt of the spindle, and yieldable means reacting against the abutment and serving Vto produce friction pressure at the friction-surfaces.

19. A vehicle spring controller comprising ra base plate 'having attachmentmeans, a spindle extending therefrom, a'friction plate mounted to rotate` about the spindle Iand having i an voutward surface engaging a thrust bearing surface of low friction value on the base plate, a shifter arranged for axial movement on the spindle and having jaws engaging with jaws on the base plate to prevent shifter rot-ation, a pressure plate having screw thread connection with the shifter and having a friction surface cti-operating with the friction plate, an adjustable abutment secured to an outward part of the spindle, and a spring compressed between the abutment and the pressure member. y

20. A vehicle spring controller comprising a base plate having attachment means, a spindle extending therefrom, a friction plate mounted to rotate about the spindle operating with the friction plate, an adjust- CAD able abutment secured to an outward part of thespindle, anda spring compressed between the abutment and the shifter.

21. A vehicle spring controller comprising `a base plate having attachment means, a-spindile extending therefrom, a friction plate mounted to rotate about the spindle axis and having an outward surface engaging a thrust bearing surface of low friction value on the base plate, a shifter arranged for axial movement on the spindle and having jaws engaging with jaws on the base plate to prevent shifter rotation, a pressure plate having screw thread connection with the shifter and having a friction surface co-operating with the friction plate, an adjustable abutment secured to an outward part of the spindle, a spring compressed between the abutment and the pressure member, and another spring compressed between the abutment and the shifter.

22. A vehicle spring controller comprising a base plate having attachment means, a spindle extending therefrom, a. friction plate mounted to rotate about the spindle axis and having an outward surface engaging a thrust bearing surface ofl low friction value on the base plate, a shifter arranged for axial movement on the spindle and having jaws engaging with jaws on the base plate to prevent shifter rotation, apressure plate having screw thread connection with the shifter and having a friction surface co-operating with the friction plate, an adjustable abutment secured to an outward part of the spindle, yieldable means reacting against the abutment and serving to produce friction pressure at the friction surfaces, and a cover tightly secured to thev outer face of the friction plate and conformed to enclose with suitable clearance, the pressure plate, shifter and yieldable means, and serving to retain a lubrii cating and noise preventing medium.

23. A vehicle springcontroller comprising a base plate having attachment means, a spindle'extending therefrom, a friction plate mounted to rotate about the spindle axis and having an outward surface engaging a thrust bearing surface of low friction value on the base plate, a shifter arranged for axial movement on the spindle and having jaws engaging with jaws on the base plate to V.prevent shifter rotation, a pressure plate having screw thread connection with the shifter and having a friction surface co-operating with the friction plate, an adjustable abutment secured to an outward part of the spindle, a spring compressed between the abutment and the pressure member, and a cover tightly secured to the outer face of the friction plate and conformed to enclose with suitable clearance, the pressure plate, shifter and spring, and serving to retain a lubricant.

24. A vehicle spring controller comprising a base plate having attachment means, a spindie extending therefrom, a friction plate mounted to rotate about the spindle axis and having an outward surface engaging a thrust bearing surface of low friction value on the base plate, a shifter arranged for axial movement on the spindle and having jaws engaging with jaws on thebase plate to prevent shifter rotation, a pressureplate having screw thread connection with the shifter and having a friction surface co-operating with the friction plate, an adjustable abutment secured to an outward part of the spindle, a spring compressed between the abutment and the pressure member, anotherspring compressed between the abutment and the shifter, and a cover tightly secured to the outer face of the friction plate and conformed to enclose with suitable clearance, the pressure plate, shifter and springs, and serving to retain a lubricating, cushioning and noise preventing medium. Y

Signed at Hoboken, in the county of Hudson and State of New Jersey, this third day of October, A. D. 1924. c

RAYMOND P. LANSING. 

